JP2005162173A - Vehicle control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control system for generating an irregular state in a running state of a vehicle when a driver takes a nap during running so as to prevent the driver from taking a nap. <P>SOLUTION: ECU 11 calculates a target throttle value TH with the most-suitable degree of opening of a throttle valve 14 in reference to an accelerator information of an accelerator opening degree sensor 11 and adjusts a degree of opening of the throttle valve 14 to the target throttle value through an actuator 13. When a napping detection means SD detects a driver's napping state, a hazard lamp L1 and all the indicators L2 are forcedly lit. Further, both throttle values (TH-α) and (TH+α) are calculated with a variable width α corresponding to a transmission ratio at the present time and then the throttle valve is repeatedly and alternatively controlled with the aforesaid two values. With this operation, the irregular state occurs in the running state of the vehicle and the driver can be waked up. The irregular state can be produced in the running state of the vehicle also through ignition time control, fuel injection control, suspension control and intake/exhaust control and transmission ratio control or the like and the driver can be waked up. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle control system mounted on a passenger car or the like, and in particular, when a driver who drives a vehicle falls asleep while traveling, the driver can be surely awakened by causing a change in the vehicle and can be prevented from falling asleep. The present invention relates to a vehicle control system.

  In recent years, when road maintenance has progressed, for example, when driving on a highway, there is a case where the driving becomes monotonous, sleepiness attacks the driver, and the driver falls asleep. Therefore, conventionally, various devices for preventing dozing have been made in order to ensure safe driving.

  When drowsiness occurs during driving of the vehicle, particularly when the driver is driving alone, in order to increase the sound output by operating the on-vehicle audio equipment or to eliminate drowsiness, for example, chewing gum I tried to fool my sleepiness. In addition, even if this operation does not allow sleepiness, safety measures have been taken such as stopping driving and temporarily sleeping. However, these preventive measures are intended to make the driver feel sleepy, and there is a risk that it will be insufficient as a measure to prevent falling asleep. Equipment has been developed.

  For example, there is a technique for accumulating the output of a dozing detection circuit and providing stimulation by light, sound, wind or the like according to the accumulation degree as prevention of dozing. Alternatively, as a means to alert the driver, a buzzer and a fragrance generator are provided, and when a dozing state is detected, a warning sound is first sounded by the buzzer, and then a scent prevention device is configured to generate a fragrance later. Is known (see, for example, Japanese Patent Laid-Open No. 5-16694).

  In addition, in order to reduce drowsiness while driving a vehicle, the method of increasing the audio output level by operating the volume adjustment volume knob of the in-vehicle audio equipment is difficult to operate when the driver is drowsy. In general, when drowsiness occurs, there is no thinking ability, and it becomes impossible to think and operate, and in order to prevent falling asleep, it is almost impossible to perform volume operation of the in-vehicle audio equipment. Therefore, timer means that operates by operating the dozing prevention key and detection means that detects the count over of this timer are provided, and the volume circuit of the audio output circuit is controlled by this detection data to increase the volume level. A dozing prevention device has also been developed (see, for example, Japanese Utility Model Laid-Open No. 5-58446).

  Also, instead of an acoustic device that increases the volume level, using a vehicle air conditioner that can automatically adjust the rotation speed of the blower, the opening of the air mix damper, the blow mode switching damper, etc., the inter-vehicle distance from the preceding vehicle, Predetermined abnormalities for awakening the driver's drowsiness when the driver's drowsiness is detected based on the steering handle shake, constant vehicle speed duration, air conditioning control stability duration, etc. There is also known a dozing prevention device for preventing a dozing by making a sudden change to the driving state (for example, see Japanese Patent Laid-Open No. 8-48135).

  Alternatively, as a snooze driving prevention device, a snooze detection device that detects a snooze driving from the behavior of the driver or the vehicle driving the vehicle and a window glass opening and closing device that opens and closes the window glass of the vehicle electrically are provided. When the driver detects a driver's drowsiness, a control signal is sent to the windowpane opening / closing device to open the windowpane opening / closing device to open the windowglass (for example, Japanese Patent Application Laid-Open No. 2002-114054). See the publication).

Japanese Patent Laid-Open No. 5-16694 Japanese Utility Model Publication No. 5-58446 JP-A-8-48135 Japanese Patent Laid-Open No. 2002-114054

  As described above, various snoozing prevention measures or snoozing prevention devices have been developed in the past, but the target event adopted for any of these snoozing prevention is due to in-vehicle audio equipment or buzzers. Increased sound, flashing light of an indicator, wind of opening a window glass, etc. These events are all phenomena that can occur even during normal operation.

  Therefore, when the drowsiness actually hits the driver of the vehicle, the phenomenon that can occur on a daily basis, for example, even if it is a phenomenon that changes suddenly, get used to it or call attention There is a problem that these phenomena may not be achieved, and those phenomena cannot be effective enough to prevent falling asleep. In addition, it is conceivable to use an event that does not occur on a daily basis, for example, the release of an odor, in order to prevent falling asleep. However, this requires a special device and increases the cost.

  Accordingly, an object of the present invention is to devise a control method for each device provided in the vehicle so that when the driver driving the vehicle falls asleep while driving, the vehicle is caused to change and drive. It is to provide a vehicle control system that can surely wake a person and prevent falling asleep.

  In order to solve the above problems, according to the present invention, in a vehicle control system for preventing a driver from falling asleep, the vehicle includes a control unit that controls predetermined means of the vehicle and causes the vehicle to travel, and detects a driver's dozing state. When the driver's dozing state is detected by the dozing detection unit, the control unit performs control different from normal driving for the predetermined unit, so that the vehicle can travel. It was decided to give rocking.

  Then, the control means forcibly turns on the hazard lamp or the in-vehicle indicator when the driver's drowsiness is detected. When the driver's dozing state is detected after performing the different number of times of control, control is performed to reduce the traveling speed of the vehicle, and the traveling speed of the vehicle exceeds a predetermined speed. In this case, control for decreasing the traveling speed is executed, or when the awakening information relating to the driver is acquired, the driving is returned to the normal traveling.

  Further, the predetermined means is a throttle related to the engine, and the control means executes control for varying the throttle opening degree related to the engine when the driver's dozing state is detected, The variation amount of the throttle opening is controlled in accordance with the transmission ratio of the transmission connected to the engine.

  The predetermined means is an ignition means for the engine, and the control means is configured to output a predetermined amount of ignition timing of the ignition means in the normal operation of the engine when the driver's dozing state is detected. The delay angle control or the advance angle control is executed, and the delay angle control and the advance angle control are repeated.

  The predetermined means is suspension means related to the vehicle, and the control means executes damping force control in the suspension means related to the vehicle when a drowsiness state of the driver is detected, and When the driver's drowsiness state is detected, the damping force is controlled to the maximum value, or when the driver's drowsiness state is detected, the damping force is repeatedly controlled in magnitude. did.

  The predetermined means is a fuel injection means for the engine, and the control means is a fuel different from the fuel injection control during the normal operation in the fuel injection means of the engine when the driver's dozing state is detected. The injection control is executed, and the fuel injection control and the fuel injection cut control are repeated for the fuel injection means.

  The predetermined means is an intake valve means or an exhaust valve means related to the engine, and the control means is configured to detect the normal state in the intake valve means or the exhaust valve means related to the engine when the driver's dozing state is detected. Intake valve opening or exhaust valve opening control that is different from the intake valve opening or exhaust valve opening control during operation is executed, and the intake valve means or the exhaust valve means is forcibly opened and closed. It was decided to execute the repetitive control.

  The predetermined means is an automatic transmission means coupled to the engine, and the control means is a shift during the normal operation in the automatic transmission means coupled to the engine when the driver's drowsiness state is detected. The control for changing to a gear different from the gear is repeated.

  The predetermined means is a torque conversion means with a lockup mechanism connected to an engine, and the control means is configured to detect the lockup in the torque conversion means with a lockup mechanism when a drowsiness state of the driver is detected. The control was repeatedly turned on and off.

  The predetermined means is a plurality of cylinder deactivation cylinder selection means included in the engine, and the control means is configured to deactivate the normal operation with respect to the deactivation cylinder selection means when the driver's dozing state is detected. Forcible cylinder on / off control is executed from cylinder control.

  In the vehicle control system of the present invention, the predetermined means is a brake means for controlling the running of the vehicle, and the control means detects the brake means when a drowsy state of the driver is detected. On the other hand, the operation / non-operation is repeated, and the actuator connected to the brake means is controlled to be on when the brake pedal is off.

  The brake means is a disc brake attached to each of the rotation shafts of a plurality of wheels in the vehicle, and the disc brake sandwiches both sides of the disc attached to the rotation shaft and the disc. A caliber having a first support for supporting a first brake pad driven by a first hydraulic cylinder and a second support for supporting a second brake pad driven by a second hydraulic cylinder; The first support member is provided with at least one contact piece that protrudes from the non-operating surface of the first brake pad, and the control means controls the second hydraulic cylinder when the driver's drowsiness is detected. Driving control so that the disk is pressed against the contact piece, and the control means interrupts driving control of the second hydraulic cylinder; It was.

  In the vehicle control system of the present invention, a plurality of the vehicle control systems described above are combined, and when the driver's dozing state is detected, the control means repeatedly controls the operation different from the normal operation. Thus, the vehicle is given rocking motion.

  In the vehicle control system of the present invention, the vehicle control system includes a control unit that controls the cooling electric fan mounted on the vehicle, and includes a dozing detection unit that detects a driver's dozing state. When the drowsiness state of the driver is detected by the detection means, the electric fan is controlled to be different from the normal operation.

  Further, in the vehicle control system of the present invention, the vehicle control system includes a control means for controlling the driver's seat or headrest mounted on the vehicle, and has a dozing detection means for detecting the driver's dozing state, the control means, When the drowsiness state of the driver is detected by the drowsiness detection means, control for giving an operation different from the normal operation to the seat or the headrest is executed.

  In the vehicle control system of the present invention, the vehicle control system includes a control unit that controls locking / unlocking of a plurality of doors mounted on the vehicle, and includes a dozing detection unit that detects a driver's dozing state. When the driver's dozing state is detected by the dozing detection means, the control for repeating the locking and unlocking of the door is executed.

  When the driver's drowsiness is detected, the control means forcibly turns on the hazard lamp or the in-vehicle indicator, and after a predetermined time has elapsed or after a predetermined number of repetitions, the driver's dozing state When the vehicle is detected, control for reducing the traveling speed of the vehicle is executed, and when the awakening information relating to the driver is acquired, the normal operation is restored.

  As described above, in the present invention, when it is detected that the driver driving the vehicle has fallen asleep while traveling, the control for each device provided in the vehicle is repeatedly controlled to an operation different from the normal operation. Since the change in the driving state of the vehicle is caused, the driver is aware of the change in the vehicle he / she is driving, and thus has the effect of being surely awakened and preventing falling asleep.

  In addition, each device provided in the vehicle has conventionally been provided with an electronic control unit (ECU) for normal operation. In the present invention, each device is different from the normal operation. Since it is decided to control the operation repeatedly and change the driving state of the vehicle, the control of each device can be dealt with by changing the control operation of the ECU that has been conventionally provided. It is not necessary to install the device, and the cost can be reduced.

  Next, an embodiment of the vehicle control system according to the present invention will be described in which a drowsy driver is awakened to prevent falling asleep while referring to the drawings.

  Conventionally, as described above, as a measure to prevent falling asleep, increased sound from in-vehicle audio equipment and buzzers, blinking of indicators, introduction of wind by opening window glass, release of smell, etc. have been adopted. Alternatively, there is a problem that attention cannot be drawn, and a sufficient effect for preventing dozing cannot be obtained, and a special device is required, resulting in an increase in cost.

  Therefore, in the embodiment of the present invention, in view of the above-described problems, various devices mounted on the vehicle are controlled, and the vehicle is in a driving state by repeatedly performing control different from normal operation. We paid attention to the fact that anomalies can occur. If a change occurs in the driving state of the vehicle, even a driver who has been drowsy can be expected to notice this change and concentrate on safe driving.

  Conventionally, the control of a gasoline engine mounted on a vehicle has been comprehensively executed by an electronic control unit (ECU) such as ignition timing control, knock control, idle rotation speed control, diagnosis, etc. mainly on fuel injection control. The engine is operated in an optimal state, and effects such as improved power performance, exhaust gas purification, and improved fuel efficiency are obtained. In addition to this, for vehicle control, suspension control including absorber damping force control and vehicle height control, and brake control including anti-skid brake system (ABS) are also controlled by the ECU so that it is in an optimal state. Has been.

  In the embodiment of the present invention, various devices originally mounted on the vehicle are controlled, and conventionally, these devices are controlled by the ECU for normal operation while the vehicle is running, so that the optimal conditions for driving The control state of each ECU is changed or added, so that the control is repeatedly executed in an operation different from the normal operation, and the drive state of the vehicle is changed. An incident occurred. Here, it is assumed that consideration is given to the manner of occurrence of this change so as not to impair safe driving.

  The ECU used in the system of the present embodiment is provided with a dozing detection unit. A signal indicating the timing at which each device performs an operation different from the normal operation is sent from the dozing detection unit to the ECU. Shall be sent. As this snooze detection means, a known one can be used, for example, a device that determines the drowsiness driving state from the degree of fluctuation of the steering wheel operation, a device that detects a decrease in grip strength by a pressure sensor provided on the steering wheel, a seat headrest It is possible to employ a detecting means such as a pressure-sensitive sensor provided on the head for leaning the head and detecting a load, or a detecting means using a combination of these.

  Hereinafter, embodiments of the vehicle control system according to the present invention will be described in specific examples 1 to 12 by showing specific examples in which the system is applied to each device to be controlled.

[Specific Example 1]
The ECU that comprehensively controls the gasoline engine controls fuel injection control, ignition timing control, knock control, idle rotation speed control, diagnosis, etc., but the ECU is in an optimal state of the engine. As analog input, air flow rate, battery voltage, cooling water temperature, intake air temperature, throttle opening are input from each sensor, and as digital input, crank position, engine speed, ignition monitor, idle signal, starter signal, neutral A signal oil pressure signal, a stop lamp signal, an ignition switch signal, and the like are input. Based on these input information, the ECU sends an output signal to an injector, an igniter, an idle speed control step motor, a transmission control ECU, etc., so that the engine is driven in an optimum state in normal operation. Control each device related to.

  Therefore, in the first specific example, a throttle valve is selected as a target device for the measures for preventing a snooze, and the throttle valve is controlled to an operation different from the normal operation, thereby causing a change in the running state of the vehicle. Therefore, when the detection signal that the driver's drowsiness state is detected by the drowsiness detection means is input to the engine control ECU that is normally used, the opening degree of the throttle valve is adjusted to the normal optimum control. The control of changing from the state to a different opening degree and returning to the optimal control state was repeated. As a result of this control, the amount of air flowing into the engine cylinder temporarily changes, causing engine output fluctuations, vehicle vibrations being transmitted to the driver, and engine noise also changing. You will be awake from a dozing state. In addition, for the detection of dozing, for example, the state of the driver's eyes is image-processed with a CCD camera, and if the eyes are meditated for more than a certain time, it is determined that the driver is dozing, or the vehicle state changes for more than a certain time. If there is no sleep, it may be determined that it is a doze state and a doze detection signal may be output.

  FIG. 1 shows a schematic configuration of the vehicle control system of the first specific example. In FIG. 1, the components related to the device to be controlled in the specific example 1 are mainly shown, and the various components described above are connected to the ECU of the actual vehicle control system in order to optimally control the engine. However, in order to simplify the description, these components are not shown.

  The vehicle control system of Example 1 includes an ECU 11, an accelerator opening sensor 12, an actuator 13, a throttle valve 14, a vehicle speed sensor 15, a dozing detection means SD, a hazard lamp L1, and an indicator L2 in the vehicle compartment. Next, the control operation of the vehicle control system of the first specific example shown in FIG. 1 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 2, when the driver turns on the power switch with the ignition key, the process is automatically started. As a normal operation, the ECU 11 acquires accelerator opening information from the accelerator opening sensor 12, calculates a target throttle value TH indicating the optimum opening of the throttle valve according to the opening, and gives a command to the actuator 13. put out. The actuator 13 adjusts the opening degree of the throttle valve 14 according to the command value (step S11).

  Here, if the driver's dozing state is not detected from the dozing detection means SD (N in step S12), the control by the normal operation in step S11 is continued. However, when the driver's dozing state is detected (Y), the ECU 11 turns on the hazard lamp L1 and all the indicators L2 in the vehicle compartment (step S13), and prompts the driver to wake up.

  Further, the ECU 11 acquires the current transmission gear ratio of the transmission, and when the transmission gear ratio is low, the variable width α is reduced. When the transmission gear ratio is high, the variable value α is increased and the throttle value ( (TH−α) and (TH + α) are calculated. Then, this throttle value (TH−α) and throttle value (TH + α) are alternately and commanded to the actuator 13. The throttle valve 14 increases or decreases based on the repeated two values (step S14). As a result, the engine output also repeatedly increases and decreases.

  Therefore, if the detection signal is continuously input from the dozing detection means SD even after a predetermined time has elapsed since the detection of the driver's dozing state, the ECU 11 reads the vehicle speed sensor 15 of the vehicle from the vehicle speed sensor 15 at the present time. When the traveling speed exceeds the predetermined speed (Y in step S15 (Yes)), the throttle value is repeatedly controlled to stop and the throttle valve 14 is gradually opened. Execute (step S16). This is because there is a possibility that the driver does not wake up, so that the engine output is reduced to ensure safe driving.

  On the other hand, in step S15, even if the current traveling speed acquired from the vehicle speed sensor of the vehicle exceeds the predetermined speed, if the driver's sleep state is detected and the predetermined time has not elapsed ( In step S15 (N (No)), the process of detecting the driver's sleep state is performed as it is.

  As described above, in the first specific example, when the driver's drowsiness state is detected, the opening degree of the throttle valve is changed from the normal optimum control state to a different opening degree, and returned to the optimum control state. The engine output fluctuates due to this control, vehicle vibration is transmitted to the driver, and the engine sound also changes, so the driver changes the driver's doze state by this change. Can be awakened.

  In specific example 1, the throttle opening is repeatedly increased and decreased by a predetermined amount. In addition to this control, a target vehicle speed is set such that the vehicle swings, and the actual vehicle speed is fed back. The increase / decrease amount of the throttle opening may be adjusted so that the actual vehicle speed becomes the target vehicle speed. That is, as shown in FIG. 26, when a dozing state is detected, the maximum vehicle speed V is added to the vehicle speed V with reference to the actual vehicle speed V at that time, and the target speed is repeatedly increased and decreased. Oscillate the running of the car.

  For example, if the actual vehicle speed at the time of detection of falling asleep is 60 km / h, the throttle is opened so that the change of maximum +2 km / h on the increase side and maximum -2 km / h on the decrease side is repeated sinusoidally. Adjust the degree. Such a target vehicle speed is set so that acceleration / deceleration is appropriately given to the driver. That is, if the vehicle speed changes too smoothly, the acceleration / deceleration becomes small and the effect is small. Therefore, it is desirable to give the acceleration / deceleration to the driver so that the vehicle speed changes as rapidly as possible. In addition to inputting the vehicle speed, the G (impact) sensor used for the airbag is also input, and the value of this G sensor is further taken into account, and the amount of increase / decrease in the throttle opening is fed back while feedbacking this value. May be adjusted. In this way, by adjusting the throttle opening so that the actual vehicle speed becomes the target vehicle speed, for example, compared to simply increasing or decreasing the throttle opening, the vehicle travels reliably without depending on the vehicle driving environment. It can give a dynamic effect.

In addition, in order to secure the positional relationship with the front obstacle, such processing using a radar device or the like is performed on the condition that it is separated from the obstacle by a predetermined distance or more, or when a dozing state is detected, The increase / decrease may be repeated based on a vehicle speed lower than the vehicle speed at that time by a predetermined value.
Further, in FIG. 26, the control is started from the vehicle speed increasing side, but may be started from the decreasing side.

  In this way, by repeatedly feeding back the vehicle speed (acceleration), which is the running state of the vehicle, and repeatedly changing the control amount so that the vehicle speed (acceleration) repeatedly increases and decreases by a predetermined amount, the vehicle travels repeatedly. Swing to ensure that the driver is stimulated reliably and effectively. These controls can also be applied to specific examples 2 to 8 described later.

[Specific Example 2]
In the second specific example, an igniter is selected as a target device of the measures for preventing a snooze, and the igniter is controlled to an operation different from the normal operation, thereby causing a change in the running state of the vehicle. Therefore, when the detection signal that the driver's drowsiness state is detected by the drowsiness detection means is input to the engine control ECU that is normally used, the ignition advance amount of the igniter is set to the normal optimum amount. The control was changed from the control state to a different amount, and the control of returning to the optimal control state was repeated. Due to this control, the ignition timing for the engine cylinders changes temporarily, so that knocking or backfire is forcibly generated in the engine, and the engine abnormal noise is transmitted to the driver. By this incident, you will be awakened from a dozing state.

  FIG. 3 shows a schematic configuration of the vehicle control system of the second specific example. In FIG. 2, as in the case of the specific example 1, the components related to the device to be controlled in the specific example 2 are mainly shown. The ECU of the actual vehicle control system is described above in order to optimally control the engine. Various components are connected, but these components are not shown for the sake of simplicity.

  The vehicle control system of the specific example 2 includes an ignition control ECU 21, a knock sensor 22, a crank angle sensor 23, a water temperature sensor 24, an igniter 25, and a dozing detection means SD. The ignition control ECU 21 includes a knock determination function 27 and a CPU 28. The CPU 28 can calculate an advance amount θx, a retard amount θy, and a control amount θz, and has a function of switching between A and B by a timer function. Yes.

  Next, the control operation of the vehicle control system of the specific example 2 shown in FIG. 3 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 4, when the driver turns on the power switch with the ignition key, the process is automatically started. As a normal operation, the ECU 11 performs advance angle control on the igniter 25 (step S21).

  Here, when the detection signal for detecting the driver's dozing state is not transmitted from the dozing detection means SD to the ECU 21 (N in step S22), the CPU 28 switches the switch to the A side (step S23). For normal ignition control, the normal ignition control (θz + θy) is calculated from the retard amount θy and the control amount θz, and the ignition timing of the igniter 25 is controlled by this amount (step S24).

  On the other hand, when the driver's dozing state is detected from the dozing detection means SD in step S22 (Y), the CPU 28 switches to the B side of the switch (step S25). At this time, the timer starts counting and the time T Is incremented by 1 (step S26).

  Here, the CPU 28 calculates the dozing advance angle (θx + θz) (step S27). The calculated dozing advance angle is supplied to the igniter 25 as a control signal. In the dozing advance control, the advance amount is feedback-controlled based on the knock level detected from the knock sensor 22 so as to advance more than the knock determination level. This ensures that engine knocking can occur.

  Next, it is determined whether or not the timer time T0 set for the timer has elapsed (step S28). If the timer time T0 has not yet been reached (N), the process returns to step S26, and the timer count is It is advanced, and doze advance control is continued. When the timer time T0 has elapsed (Y), the count value of the timer is cleared (step S29).

  Here, the input of the detection signal of the dozing detection means SD is confirmed, and if there is no input of the detection signal, the CPU 28 assumes that the driver is awake (Y in step S30) and returns to normal ignition control. Set the switch to the A side. On the other hand, when there is an input of the detection signal, the driver is assumed to be awake (N in Step S30), and since it is necessary to execute doze ignition control, the count of the cleared timer is restarted, Doze ignition control continues.

  As described above, in the specific example 2, when the driver's drowsiness state is detected, the ignition timing control to the igniter is changed from the normal optimal control state to a different advance amount, and the driver's awakening is caused. Until the confirmation, the dozing advance control is executed, so that the vehicle vibration is transmitted to the driver by the engine vibration caused by the forced knocking of the engine, and the driver can be awakened from the dozing state.

  In the operation of the flowchart of FIG. 4, the case where the normal ignition control state is changed to a different advance amount by the doze advance control is shown, but the doze retard control that intentionally controls the ignition timing to the retard side. It can also be. By this control, it is possible to ignite the fuel in the intake pipe during the intake process and generate a backfire. The retard amount at this time can be experimentally obtained in advance, and the ignition timing control amount supplied to the igniter 25 can be realized only by changing the control amount calculation method in the CPU 28 shown in FIG. .

  Further, when the driver's dozing is detected, the dozing advance control and the dozing retard control may be repeated according to the traveling state of the vehicle. For example, at a certain timing, the ignition timing can be controlled to advance to generate knocking, and at the next timing, the ignition timing can be controlled to retard to generate backfire. Furthermore, this advance angle and retard angle may be repeated.

[Specific Example 3]
In the third specific example, the suspension of the vehicle is selected as a control target as a measure for preventing the falling asleep. By controlling the suspension to an operation different from the normal operation, a change in the running state of the vehicle is caused. Therefore, when a detection signal indicating that the driver's dozing state is detected by the dozing detection unit is input to the suspension control ECU that is normally used, the damper amount provided in the suspension is reduced to the normal amount. The control of changing from the optimal control state to a different amount and returning to the optimal control state was repeated. By this control, the riding comfort of the vehicle changes temporarily, so that this change is transmitted to the driver, and the driver awakens from the dozing state.

  FIG. 5 shows a schematic configuration of the vehicle control system of the third specific example. FIG. 5 shows mainly those related to the device to be controlled in the specific example 3, and the above-described various components are connected to the ECU of the actual vehicle control system for optimal control of the engine. However, in order to simplify the description, these components are not shown.

  The vehicle control system of Example 3 includes an ECU 31, a vehicle speed sensor 32, a throttle opening sensor 33, an actuator 34, a suspension 35, a dozing detection means SD, a hazard lamp L1, and an indicator L2 in the vehicle compartment. Next, the control operation of the vehicle control system of the third specific example shown in FIG. 5 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 6, when the driver turns on the power switch with the ignition key, the process is automatically started. As a normal operation, the ECU 31 is optimally matched with the traveling state of the suspension 35 via the actuator 34 based on the vehicle speed information from the vehicle speed sensor 32 and the throttle opening information from the throttle opening sensor 33. Control is being executed. It is controlled so that the damping force of the suspension is small during normal traveling and that the damping force is large during sudden start. When the vehicle speed is low and the throttle opening is suddenly widened, the damping force is increased to prevent the vehicle from falling down.

First, in the flowchart of FIG. 6, when the driver turns on the power switch with the ignition key, the process is automatically started. As a normal operation, the ECU 31 acquires speed information from the vehicle speed sensor 32, acquires the opening information from the throttle opening sensor 33, and issues a command to the actuator 34 in accordance with the information. The actuator 34 adjusts the damper of the suspension 35 according to the command value (step S31).
Here, if the driver's dozing state is not detected from the dozing detection means SD (N in step S32), the control by the normal operation in step S31 is continued. However, when the driver's dozing state is detected (Y), the ECU 31 turns on the hazard lamp L1 and all the indicators L2 in the vehicle compartment (step S33), and prompts the driver to wake up.

  Further, the ECU 31 calculates a value at which the damping force in the suspension 35 is maximized, and instructs this value to the actuator 34. Based on this value, the suspension 35 is controlled so that the damping force is maximized, that is, the suspension is stiff (step S34). As a result, the ride comfort of the vehicle suddenly deteriorates. Here, during the drowsiness detection, instead of continuing to maintain the damping force at the maximum value, control for repeating the magnitude of the damping force may be executed.

  As described above, in the third specific example, when the driver's drowsiness state is detected, the damping force of the suspension is changed from the normal optimum control state to a different damping force, or the magnitude control is repeated. As a result, the ride comfort of the vehicle is deteriorated by this control, and the driver can be awakened from the dozing state by the occurrence of this abnormality.

[Specific Example 4]
In the fourth example, an injector is selected as a target device for the measures against snoozing, and a fuel cut on / off operation different from the normal operation of the fuel cut control related to the injector is controlled to change the running state of the vehicle. It was decided to generate. Therefore, when the detection signal that the driver's drowsiness state is detected by the drowsiness detection means is input to the engine control ECU that is normally used, the fuel cut on operation of the injector is turned off. The control of changing to the operation and returning to the ON operation was repeated. Due to this forced control, the engine output fluctuates, the vehicle vibration is transmitted to the driver, and the engine sound also changes, so that the driver is awakened from the doze state due to this change.

  FIG. 7 shows a schematic configuration of the vehicle control system of the fourth specific example. In FIG. 4, similar to the specific example 1 of FIG. 1, the components related to the devices to be controlled in the specific example 4 are mainly shown. In order to optimally control the engine, the ECU of the actual vehicle control system The various components described above are connected, but these components are not shown in order to simplify the description.

  The vehicle control system of specific example 4 includes an ECU 41, an engine speed sensor 42, a throttle fully closed sensor 43, an injector 44, a dozing detection means SD, a hazard lamp L1, and an indicator L2 in the vehicle compartment. Next, the control operation of the vehicle control system of the specific example 4 shown in FIG. 7 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 8, when the driver turns on the power switch with the ignition key, the process is automatically started. As a normal operation, the ECU 41 obtains engine speed information from the engine speed sensor 42, obtains opening information from the throttle opening sensor 43, and performs fuel cut on the injector 44 based on these information. Control is executed (step S41).

  Here, if the driver's dozing state is not detected from the dozing detection means SD (N in step S42), the fuel cut control by the normal operation in step S41 is continued. However, if the driver's dozing state is detected (Y), the ECU 41 turns on the hazard lamp L1 and all the indicators L2 in the vehicle compartment (step S43), and prompts the driver to wake up.

  Further, the ECU 41 repeats the control of changing the fuel cut on operation of the injector to the off operation and returning it to the on operation (step S44). As a result, the engine output also repeatedly increases and decreases.

  As described above, in the fourth specific example, when the driver's dozing state is detected, the fuel cut control is changed from the normal on operation to the off operation, and the control of returning to the on operation is repeated. As a result, this control causes engine output fluctuations, vehicle vibrations are transmitted to the driver, and engine noise also changes, so the driver can awaken from the driver's dozing state due to this change. it can.

  In the specific example 4 described above, the fuel cut control on / off operation related to the injector is repeated, but the amount of fuel injection in the injector may be changed at the time of dozing detection. In this case, when snoozing is detected, the amount of injected fuel is increased to the fuel rich side, so that the driver's arousal is caused by the change in engine behavior and the generation of fuel odor due to incombustible gas. Can be promoted.

[Specific Example 5]
In the fifth specific example, an intake valve is selected as a target device for preventing snoozing, and an intake valve control timing related to the intake valve is controlled at a timing different from the normal operation, thereby causing a change in the running state of the vehicle. It was decided. Therefore, when the detection signal that the driver's drowsiness state is detected by the drowsiness detection means is input to the ECU for engine control that is normally used, the change is made to shift the timing of the air valve control, Also, the control of returning to the original timing is repeated. Due to this forced control, the engine output fluctuates, the vehicle vibration is transmitted to the driver, and the engine sound also changes, so that the driver is awakened from the doze state due to this change.

  FIG. 9 shows a schematic configuration of the vehicle control system of the fifth specific example. In FIG. 9, similar to the specific example 1 of FIG. 1, the components related to the device to be controlled in the specific example 5 are mainly shown. In the actual vehicle control system ECU, the engine is optimally controlled. The various components described above are connected, but these components are not shown in order to simplify the description.

  The vehicle control system of Example 5 includes an ECU 51, an engine speed sensor 52, an accelerator opening sensor 53, a crank angle sensor 54, a dozing detection means SD, a hazard lamp L1, and an indicator L2 in the vehicle compartment. Next, the control operation of the vehicle control system of the fifth specific example shown in FIG. 9 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 10, when the driver turns on the power switch with the ignition key, the process is automatically started. As a normal operation, the ECU 51 acquires engine speed information from the engine speed sensor 52, accelerator position information from the accelerator position sensor 53, and crank position information from the crank angle sensor 54. Based on this, the intake valve timing control is executed (step S51). Normally, when the engine is in a high load state, the timing of the intake valve is shifted and the overlap period of the exhaust and intake is lengthened to improve the engine output and fuel consumption.

If the driver's dozing state is not detected from the dozing detection means SD (N in step S52), the timing control by the normal operation in step S51 is continued. However, when the driver's dozing state is detected (Y in step S52), the ECU 51 turns on the hazard lamp L1 and all the indicators L2 in the vehicle compartment (step S53), and prompts the driver to wake up.
Further, the ECU 51 forcibly repeats the operation from on (open) to off (close) regarding the intake valve 55 (step S54). As a result, a behavior can be given to the engine running, which contributes to the driver's arousal. Even in this case, when the detection signal from the dozing detection means SD does not stop, this forcible operation is continued.

  As described above, in the specific example 5, when the driver's dozing state is detected, the control is performed such that the intake valve is forcibly changed from the normal on operation to the off operation, and is returned to the on operation. Since this control is repeated, the engine output fluctuates due to this control, the vehicle vibration is transmitted to the driver, and the engine sound also changes, so the driver awakens from the driver's dozing state due to this change be able to.

  In the specific example 5 described above, the forced control is executed on the intake valve. However, even if the exhaust valve is forcibly executed on / off, the engine travels. Since the behavior can be given, the driver can be awakened from the dozing state.

[Specific Example 6]
In the sixth specific example, the automatic transmission of the vehicle is selected as the control target as a measure for preventing the falling asleep. By controlling the automatic transmission to an operation different from the normal operation, an abnormality is caused in the running state of the vehicle. Therefore, when a detection signal for detecting the driver's drowsiness is input to the AT controller for controlling the automatic transmission normally used by the drowsiness detection means, the shift solenoid provided in the automatic transmission is provided. Is changed from the normal optimal control state to a different amount, and the control of returning to the optimal control state is repeated. Due to this control, the running state of the vehicle temporarily changes, so this change is transmitted to the driver, and the driver awakens from the dozing state.

  FIG. 11 shows a schematic configuration of the vehicle control system of the sixth specific example. In FIG. 11, the components related to the device to be controlled in the specific example 6 are mainly shown. The ECU of the actual vehicle control system has various components described above for optimal control of the running state of the vehicle. These components are not shown for the sake of simplicity.

  The vehicle control system of Example 6 includes an AT controller 61 configured by an ECU, a vehicle speed sensor 62, a throttle opening sensor 63, a shift solenoid 64, a transmission mechanism 65, a dozing detection means SD, a hazard lamp L1, and a vehicle interior. It consists of an indicator L2. Next, the control operation of the vehicle control system of the specific example 6 shown in FIG. 11 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 12, when the driver turns on the power switch with the ignition key, the process is automatically started. As a normal operation, the AT controller 61 drives the shift solenoid 64 on the basis of the vehicle speed information from the vehicle speed sensor 32 and the throttle opening information from the throttle opening sensor 63 to optimize the speed change mechanism 65. Control is performed to achieve a gear stage that provides a stable gear ratio (step S61).

  Here, if the driver's dozing state is not detected from the dozing detection means SD (N in step S62), the control by the normal operation in step S61 is continued. However, when the driver's dozing state is detected (Y in step S62), the AT controller 61 turns on the hazard lamp L1 and all the indicators L2 in the vehicle interior (step S63), and prompts the driver to wake up. .

  Furthermore, the AT controller 61 performs drive control on the shift solenoid 64 with a command to change to the first speed, for example, if the vehicle is traveling at the third speed in response to detection of the driver's dozing state. Then, after returning to the third speed, the change to the first speed is repeated (step S64).

  Next, it is determined whether or not the above-described repetitive control has passed for a predetermined time, or whether or not the repetitive control has been performed a plurality of predetermined times (step S65). Here, when the repetitive control has not been performed for a predetermined time or when it has not been performed a plurality of predetermined times (N), the process returns to step S62 and the repetitive control is continued. If it has passed, or if it has been performed a predetermined number of times (Y), since the driver's doze detection signal is input at this time, it is assumed that the driver has not yet been awakened and safety is maintained. Considering this, the gear ratio is controlled to the first speed, and the shift is made to the retreat travel (step S66).

  As described above, in the specific example 6, when the driver's drowsiness state is detected, the control for forcibly changing the gear ratio of the automatic transmission from the normal optimum control state to a different gear ratio is repeated. As a result, this control causes a change in the running state of the vehicle, so that the driver can be awakened from the dozing state.

  In the specific example 6 described above, it is assumed that a torque converter is interposed between the engine and the speed change mechanism. However, even in the case of a lockup mechanism that directly connects the engine and the speed change mechanism, By repeating the on / off operation of the lockup mechanism, it is possible to change the running state of the vehicle, and to wake the driver from the dozing state.

[Specific Example 7]
In the seventh specific example, the target of the dozing prevention measure is the idle cylinder, and unlike the normal operation of the idle cylinder control, the control for forcibly selecting the idle cylinder is executed to cause an abnormality in the running state of the vehicle. . Therefore, when the detection signal that the driver's drowsiness state is detected by the drowsiness detection means is input to the engine control ECU that is normally used, the idle cylinder selection control is turned off and forcibly specified. The control of stopping the cylinders of the engine was executed, and the control of returning to the original state was repeated. Due to this forced control, the engine output fluctuates, the vehicle vibration is transmitted to the driver, and the engine sound also changes, so that the driver is awakened from the doze state due to this change.

  FIG. 9 shows a schematic configuration of the vehicle control system of the fifth specific example. In FIG. 9, similar to the specific example 1 of FIG. 1, the components related to the device to be controlled in the specific example 5 are mainly shown. In the actual vehicle control system ECU, the engine is optimally controlled. The various components described above are connected, but these components are not shown in order to simplify the description.

  The vehicle control system of Example 7 includes a cylinder (fuel) control ECU 71, an engine speed sensor 72, a throttle opening sensor 73, a crank angle sensor 74, a plurality of cylinders 75, a dozing detection means SD, a hazard lamp L1, and a vehicle. It consists of an indoor indicator L2. Next, the control operation of the vehicle control system according to the seventh specific example shown in FIG. 13 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 14, when the driver turns on the power switch with the ignition key, the process is automatically started. As a normal operation, the ECU 71 acquires engine speed information from the engine speed sensor 72, throttle position information from the throttle opening sensor 73, and crank position information from the crank angle sensor 74, and these information. Based on the above, control of the idle cylinder (fuel stop to the specific cylinder) is executed (step S71). Normally, the engine load state is detected, and when the load state is light, the fuel injection to the specific cylinder is stopped to control the deactivated cylinder.

Here, if the driver's dozing state is not detected from the dozing detection means SD (N in step S72), the control of the idle cylinder by the normal operation in step S71 is continued. However, when the driver's dozing state is detected (Y in step S72), the ECU 71 turns on the hazard lamp L1 and all the indicators L2 in the vehicle compartment (step S73), and prompts the driver to wake up.
Further, the ECU 71 forcibly repeats on-control (pause) and off-control (pause release) of the idle cylinder (step S74). As a result, a behavior can be given to the engine running, which contributes to the driver's arousal. Even in this case, when the detection signal from the dozing detection means SD does not stop, this forcible operation is continued.

  As described above, in the specific example 7, when the driver's dozing state is detected, the on-control (pause) and the off-control (pause release) of the idle cylinder are forcibly repeated. As a result, torque fluctuation occurs, vehicle vibration is transmitted to the driver, and engine sound also changes, so that the driver can be awakened from the driver's dozing state due to this change.

[Specific Example 8]
In the eighth specific example, as a measure for preventing a snooze, a brake provided in the vehicle is selected as a control target. By controlling this brake to an operation different from the normal operation, the vehicle running state is changed. Therefore, when an actuator is provided separately from the brake hydraulic pressure source used for normal brake control, and a detection signal for detecting the driver's dozing state is input to the brake control ECU by the dozing detection means In addition, the ECU repeats on / off driving of the actuator. Due to this control, braking is intermittently applied to the traveling of the vehicle, and an abnormality occurs in the traveling state of the vehicle. Therefore, the abnormality is transmitted to the driver, and the driver is awakened from the dozing state.

  FIG. 15 shows a schematic configuration of the vehicle control system of the eighth specific example. In FIG. 15, the components related to the device to be controlled in the specific example 8 are mainly shown, and the various components described above are connected to the ECU of the actual vehicle control system in order to optimally control the engine. However, in order to simplify the description, these components are not shown.

  The vehicle control system of Example 8 includes a brake control ECU 81, a brake mechanism 82, a solenoid valve 83, a brake hydraulic pressure source 84, a brake pedal 85, an acceleration sensor 86, an actuator 88, a dozing detection means SD, a hazard lamp L1, and a vehicle interior. Indicator L2. Next, the control operation of the vehicle control system of the third specific example shown in FIG. 15 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 16, when the driver turns on the power switch with the ignition key, the processing is automatically started. As a normal operation of the brake, when the brake pedal 85 is depressed by the driver, the hydraulic pressure of the brake hydraulic pressure source 84 is transmitted to the brake mechanism 82 via the electromagnetic valve 83, the traveling speed of the vehicle is reduced, and the vehicle is eventually stopped. To do. When this brake is provided with an anti-skid brake system (ABS), the ECU 81 acquires wheel speed information and vehicle body speed information, and controls the degree of brake hydraulic pressure applied to each wheel (step). S81).

If the driver's dozing state is not detected from the dozing detection means SD (N in step S82), the brake control by the normal operation in step S81 is continued. However, if the driver's dozing state is detected (Y), the ECU 81 turns on the hazard lamp L1 and all the indicators L2 in the vehicle compartment (step S83), and prompts the driver to wake up.
Further, the ECU 81 turns on the electromagnetic valve 83 and executes control for fully closing the throttle (step S84). The control to turn on the electromagnetic valve 83 is for switching so that the hydraulic pressure from the actuator 88 is transmitted to the brake mechanism 82. Next, the ECU 81 starts to repeat the on / off command to the actuator 88 (step S85). Here, although the brake pedal 85 is not depressed, the hydraulic pressure of the actuator 88 is transmitted to the brake mechanism 82 via the electromagnetic valve 83, so that the vehicle is forcibly and intermittently braked. It is done.

  Subsequently, the ECU 81 controls the actuator 88 to gradually increase the repetition cycle of the on / off command (step S86). The reason for this control is that if a large hydraulic pressure is suddenly applied and the brake is applied, there is a risk of a rear-end collision with the following vehicle, which is dangerous. Further, the ECU 81 acquires the deceleration of the vehicle body from the acceleration sensor 86, and executes control to gradually increase the drive amount of the actuator 88 while feeding back the deceleration (step S87).

  Such processing in steps S84 to S87 is repeated until a predetermined time elapses or is repeated up to a predetermined number of times (step S88). Even if the predetermined time elapses or is repeated a predetermined number of times, the dozing detection means When the detection signal from the SD is input, it is determined that the driver is not awake, and the ECU 81 performs control to keep the brake on until the vehicle stops, and performs retreat travel.

  As described above, in the specific example 8, when the driver's drowsiness state is detected, the brake hydraulic pressure is turned off, and the hydraulic pressure by the actuator is gradually driven so that the repetition cycle is accelerated. Since the brake control that gradually increases the amount in accordance with the deceleration of the vehicle body is repeated, the running state of the vehicle is disturbed by this control, and the occurrence of this change can awaken the driver from the dozing state. it can.

[Specific Example 9]
In the ninth specific example, the electric fan of the vehicle is selected as the control target as a measure for preventing the falling asleep. By controlling the electric fan to an operation different from the normal operation, the sound generated by the vehicle fan is changed. Therefore, when the detection signal that the driver's drowsiness state is detected by the drowsiness detection means is input to the ECU for controlling the electric fan in the normal use state, the electric fan is forcibly driven. did. By this control, the sound into the vehicle compartment suddenly increases, and this change is transmitted to the driver, so that he / she wakes up from the dozing state.

  FIG. 17 shows a schematic configuration of the vehicle control system of the ninth specific example. The vehicle control system of specific example 9 includes an electric fan ECU 91, a cooling water temperature sensor 92, an electric fan 93, a dozing detection means SD, a hazard lamp L1, and an indicator L2 in the vehicle compartment. Next, the control operation of the vehicle control system of the ninth example shown in FIG. 17 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 18, when the driver turns on the power switch with the ignition key, the process is automatically started. The ECU 91 controls the electric fan 93 based on temperature information from the cooling water temperature sensor 92 as a normal operation (step S91). For example, the water temperature is set to 97 ° C. and the electric fan is driven. During normal running, the water temperature is stable at about 85 ° C. depending on the amount of air hitting the radiator, and the electric fan is often not driven. However, the electric fan may be rotated at a low speed.

  Here, if the driver's dozing state is not detected from the dozing detection means SD (N in step S92), the control by the normal operation in step S91 is continued. However, if the driver's dozing state is detected (Y), the ECU 91 turns on the hazard lamp L1 and all the indicators L2 in the vehicle compartment (step S93), and prompts the driver to wake up.

  Further, the ECU 91 forcibly drives the electric fan 93 or forcibly drives it intermittently (step S94). As a result, the silent electric fan is suddenly forcibly driven, and the sound that can be heard in the passenger compartment suddenly increases.

  As described above, in Example 9, when the driver's drowsiness state is detected, the electric fan is forcibly driven. Therefore, this control suddenly increases the sound in the passenger compartment, and this anomaly is detected. The driver can be awakened from the dozing state.

[Specific Example 10]
In the tenth example, in the disc brake attached to the vehicle, when the brake pad is worn out, the contact piece incorporated in the brake pad comes into contact with the rotating disc and generates an abnormal noise. We focused on informing the driver. The structure of the disc brake is modified so that it can be applied to the vehicle control system of Example 10. A modified example of the disc brake is shown in FIG.

  FIG. 19A shows a longitudinal section of a disc brake according to a modification. The disc brake in the figure has a disc D, a caliber B, cylinders C1 and C2, brake pads P1 and P2, and at least one contact piece p1 or p2. The brake pads P1 and P2 are attached to the tip ends of the cylinders C1 and C2, and are pressed against both sides of the disk D by hydraulic drive of the cylinders C1 and C2.

  The configuration of the disc brake according to the modification is basically the same as that of the conventional one, except that the contact pieces p1 and p2 are provided differently. That is, the height of the contact pieces p1 and p2 protrudes from the pad surface at the position when the brake pad P1 is not operated.

  FIG. 19B shows an operating state when the disc brake according to the modification is normally operated. During normal operation, both the cylinder C1 and the cylinder C2 are hydraulically driven, the brake pad P1 and the brake pad P2 are pressed against each other with the disc D interposed therebetween, and a brake operation is performed. At this time, the contact pieces p1 and p2 do not contact the disk D.

  On the other hand, as shown in FIG. 19C, when the dozing detection means detects the driver's dozing, only one of the cylinders, that is, the cylinder C2 is hydraulically driven. By this driving, the brake pad P2 is pressed against one surface of the disk D, and the caliber B is displaced while the brake pad P2 slides on the disk D. At this time, the half brake is activated. Further, when the cylinder C2 is hydraulically driven, finally, the opposite surface of the disk D comes into contact with the contact pieces p1 and p2. Therefore, when the contact pieces p1 and p2 come into contact with the disk, abnormal noise or vibration is generated.

  Therefore, in the tenth example, the disc brake shown in FIG. 19A is adopted, and as a measure for preventing the falling asleep, the disc brake of the vehicle is controlled, and the disc brake is controlled to an operation different from the normal operation. Therefore, abnormal noise or vibration was generated. For this reason, when a detection signal indicating that the driver's dozing state is detected by the dozing detection unit is input to the suspension control ECU that is normally used, only one cylinder of the disc brake is hydraulically driven. I made it. By this control, abnormal noise or vibration is generated, and this abnormal noise is transmitted to the driver, and awakens from the dozing state.

  FIG. 20 shows a schematic configuration of the vehicle control system of the tenth example. In FIG. 20, the components related to the device to be controlled in the specific example 10 are mainly shown. The vehicle control system of specific example 10 includes a brake ECU 101, a vehicle speed sensor 102, a contact piece actuating actuator 104, a brake mechanism 105, a dozing detection means SD, a hazard lamp L1, and an indicator L2 in the vehicle compartment. Next, the control operation of the vehicle control system of the tenth example shown in FIG. 20 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 21, when the driver turns on the power switch with the ignition key, the process is automatically started. As a normal operation, the ECU 101 executes ABS (anti-lock brake system) control of the brake mechanism 105 based on the vehicle speed information from the vehicle speed sensor 102 (step S101).

  Here, if the driver's dozing state is not detected from the dozing detection means SD (N in step S102), the control by the normal operation in step S101 is continued. However, when the driver's dozing state is detected (Y in step S102), the ECU 101 turns on the hazard lamp L1 and all the indicators L2 in the vehicle compartment (step S103), and prompts the driver to wake up.

  Further, the ECU 101 drives the actuator 104 to hydraulically drive the cylinder C2 in the disc brake of the brake mechanism 105. Therefore, as described above, the caliber is displaced and the contact piece comes into contact with the disk surface (step S104). As a result, abnormal noise is generated.

  As described above, in the tenth example, when the driver's drowsiness is detected, the disk is forcibly brought into contact with the contact piece incorporated in the disk brake to generate abnormal noise or vibration. Therefore, it is possible to awaken from the driver's dozing state by this abnormal sound generation control.

[Specific Example 11]
In Specific Example 11, as a measure for preventing a drowsiness, a vehicle seat or a headrest is set as a control target, and vibration is generated by controlling the seat or the headrest to an operation different from the normal operation. Therefore, when a detection signal indicating that the driver is falling asleep is input by the dozing detection means to the ECU for controlling the seat or the headrest that is normally used, the seat or the headrest is driven to move back and forth. To give vibration. Due to the vibration of the seat or the headrest by this control, the driver is awakened from the dozing state. It should be noted that the vibration caused by the back-and-forth operation is suppressed to such an extent that the driver does not become dangerous.

  FIG. 22 shows a schematic configuration of the vehicle control system of the eleventh example. In FIG. 22, the components related to the device to be controlled in the specific example 11 are mainly shown. The vehicle control system of Example 11 includes a seat or headrest ECU 111, a seat or headrest adjustment switch 112, a headrest actuator 113, a seat slide actuator 114, a dozing detection means SD, a hazard lamp L1, and an indicator in the vehicle compartment L2 is configured. Next, the control operation of the vehicle control system of the eleventh example shown in FIG. 22 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 23, when the driver turns on the power switch with the ignition key, the process is automatically started. As a normal operation, the ECU 111 controls the drive of the headrest actuator 113 or the seat slide actuator 114 by the driver's operation of the switch 112, and executes the position adjustment of the seat or the headrest (step S111).

  Here, if the driver's dozing state is not detected from the dozing detection means SD (N in step S112), the control by the normal operation in step S111 is continued. However, when the driver's drowsiness is detected (Y in step S112), the ECU 111 turns on the hazard lamp L1 and all the indicators L2 in the vehicle compartment (step S113) to urge the driver to wake up.

  Further, the ECU 111 drives the actuator 113 and the actuator 114 simultaneously or only one side to move the seat and the headrest back and forth. This operation may be repeatedly executed (step S114).

  As described above, in the eleventh example, when the driver's drowsiness state is detected, the seat or the headrest is forcibly moved back and forth. Can be awakened.

[Specific Example 12]
In the twelfth example, as a measure for preventing a snooze, the door lock / unlock of the vehicle is controlled, and the door lock / unlock is controlled to an operation different from the normal operation, thereby generating door lock vibrations. did. For this reason, when a detection signal indicating that the driver is falling asleep is input by the drowsiness detection means to the normally used ECU for door lock / unlock control, the door lock / unlock operation is performed. Repeated. Due to the vibration or sound of door lock / unlock by this control, the driver is awakened from the dozing state.

  FIG. 24 shows a schematic configuration of the vehicle control system of Example 12. In FIG. 24, the components related to the device to be controlled in the specific example 12 are mainly shown. The vehicle control system of Example 12 includes a door lock / unlock ECU 121, a door lock / unlock request switch 122, a door lock / unlock actuator 123, a dozing detection means SD, a hazard lamp L1, and a vehicle interior indicator L2. It consists of Next, the control operation of the vehicle control system of the twelfth example shown in FIG. 22 will be described with reference to the flowchart of FIG.

  First, in the flowchart of FIG. 25, when the driver turns on the power switch with the ignition key, the processing is automatically started. As a normal operation, the ECU 121 controls the drive of the door lock / unlock / actuator 123 by operating the request switch 122 of the driver, and executes the door lock / unlock of the door (step S121).

Here, if the driver's dozing state is not detected from the dozing detection means SD (N in step S122), the control by the normal operation in step S121 is continued. However, when the driver's drowsiness is detected (Y in step S122), the ECU 121 turns on the hazard lamp L1 and all the indicators L2 in the vehicle compartment (step S123) to urge the driver to wake up.
Further, the ECU 121 drives the actuator 123 to repeatedly execute a door lock operation and an unlock operation (step S124).

  As described above, in the twelfth example, the door lock / unlock is forcibly operated when the driver's dozing state is detected. It can be awakened from the state of doze.

  In the description of the specific examples so far, as a measure for preventing falling asleep, each device mounted on the vehicle is individually controlled, and the vehicle control system controls each individual device. There is no need, and a plurality of vehicle control systems can be combined to enhance the driver's arousal effect.

It is the figure which showed schematic structure of the specific example 1 which utilized throttle control ECU for the vehicle control system by this invention. It is a flowchart explaining operation | movement of the vehicle control system of the specific example 1. It is the figure which showed schematic structure of the specific example 2 using ignition timing control ECU for the vehicle control system by this invention. 6 is a flowchart for explaining the operation of the vehicle control system of a specific example 2; It is the figure which showed schematic structure of the specific example 3 using suspension control ECU for the vehicle control system by this invention. 10 is a flowchart for explaining the operation of the vehicle control system of a specific example 3; It is the figure which showed schematic structure of the specific example 4 using electronic fuel injection control ECU for the vehicle control system by this invention. 10 is a flowchart for explaining the operation of the vehicle control system of a specific example 4; It is the figure which showed schematic structure of the specific example 5 using valve control ECU for the vehicle control system by this invention. 10 is a flowchart for explaining the operation of the vehicle control system of a specific example 5; It is the figure which showed schematic structure of the specific example 6 using AT control ECU for the vehicle control system by this invention. 10 is a flowchart for explaining the operation of a vehicle control system of a specific example 6; It is the figure which showed schematic structure of the specific example 7 using cylinder control ECU for the vehicle control system by this invention. 10 is a flowchart for explaining the operation of a vehicle control system of a specific example 7; It is the figure which showed schematic structure of the specific example 8 using brake control ECU for the vehicle control system by this invention. 10 is a flowchart for explaining the operation of a vehicle control system of a specific example 8; It is the figure which showed schematic structure of the specific example 9 using electric fan control ECU for the vehicle control system by this invention. 10 is a flowchart for explaining the operation of the vehicle control system of a specific example 9; It is the figure which showed the structure of the disc brake which has a contact piece applied to a vehicle control system. FIG. 20 is a diagram showing a schematic configuration of a specific example 10 in which the disc brake of FIG. 19 is incorporated in the vehicle control system according to the present invention and the brake control ECU is used. 10 is a flowchart for explaining the operation of the vehicle control system of specific example 10. It is the figure which showed schematic structure of the specific example 11 which utilized seat and headrest control ECU for the vehicle control system by this invention. 12 is a flowchart for explaining the operation of the vehicle control system of a specific example 11; It is the figure which showed schematic structure of the specific example 12 using door lock / unlock control ECU for the vehicle control system by this invention. It is a flowchart explaining operation | movement of the vehicle control system of the specific example 12. It is the graph which showed the mode of increase / decrease in the vehicle speed when adjusting the increase / decrease amount of the throttle opening so that it may become the set target vehicle speed.

Explanation of symbols

11, 21, 31, 41, 51, 61, 71, 81, 81, 101, 111, 122
... ECU
12, 53 ... Accelerator opening sensors 13, 34, 88, 104, 113, 114, 123 ... Actuator 14 ... Throttle valve 22 ... Knock sensors 23, 54, 74 ... Crank angle sensors 24, 92 ... Water temperature sensor 25 ... Igniter 15 32, 62, 102 ... Vehicle speed sensors 33, 63, 73 ... Throttle opening sensor 35 ... Suspension 42, 52, 72 ... Engine speed sensor 43 ... Fuel fully closed sensor 44 ... Injection means 55 ... Intake valve 64 ... Shift solenoid 65 ... transmission mechanism 75 ... engine cylinder 82, 105 ... brake mechanism 83 ... solenoid valve 84 ... brake hydraulic pressure source 85 ... brake pedal 86 ... acceleration sensor 93 ... electric fan 112 ... switch 122 ... door lock request means B ... caliber C1, C2 ... Hydraulic cylinder D ... Disk L1 Hazard lamp L2 ... indicator P1, P2 ... brake pads p1, p2 ... contact piece SD ... doze detecting means

Claims (30)

In a vehicle control system comprising control means for controlling predetermined means of a vehicle and causing the vehicle to travel,
Having a dozing detection means for detecting the driver's dozing state,
When the driver's dozing state is detected by the dozing detection unit, the control unit performs control different from normal driving for the predetermined unit, and swings the driving of the vehicle. Vehicle control system.   2. The vehicle control system according to claim 1, wherein when the driver's drowsiness state is detected, the control means forcibly turns on a hazard lamp or an in-vehicle indicator.   The control means determines the travel speed of the vehicle when a drowsiness state of the driver is detected after a predetermined time has elapsed or a predetermined number of times of the different control have been executed since the start of the different control. 3. The vehicle control system according to claim 1 or 2, wherein a decreasing control is executed.   The vehicle control system according to claim 3, wherein the control means executes control to reduce the traveling speed when the traveling speed of the vehicle exceeds a predetermined speed.   The vehicle control system according to any one of claims 1 to 4, wherein the control means returns to the normal traveling when the awakening information relating to the driver is acquired. The predetermined means is a throttle for an engine,
6. The control unit according to claim 1, wherein when the driver's drowsiness state is detected, the control unit performs control to vary a throttle opening degree related to the engine. Vehicle control system.   The vehicle control system according to claim 6, wherein the control unit controls a variation amount of the throttle opening corresponding to a transmission ratio of a transmission connected to the engine. The predetermined means is an ignition means for an engine,
The control means performs a predetermined amount of retard control or advance control with respect to the ignition timing of the ignition means in normal operation of the engine when the driver's dozing state is detected. The vehicle control system according to any one of claims 1 to 5.   The vehicle control system according to claim 8, wherein the control unit repeats the retard control and the advance control. The predetermined means is suspension means for the vehicle,
6. The vehicle control system according to claim 1, wherein when the driver's drowsiness state is detected, the control unit executes damping force control in a suspension unit related to the vehicle.   The vehicle control system according to claim 10, wherein the control unit controls the damping force to a maximum value when a drowsiness state of the driver is detected.   The vehicle control system according to claim 10, wherein when the driver's drowsiness state is detected, the control unit performs the magnitude control of the damping force repeatedly. The predetermined means is a fuel injection means for an engine,
The said control means performs the fuel injection control different from the fuel injection control at the time of the said normal operation in the fuel injection means of the said engine, when the said driver | operator's dozing state is detected. The vehicle control system according to any one of the above.   The vehicle control system according to claim 13, wherein the control unit repeats the fuel injection control and the fuel injection cut control with respect to the fuel injection unit. The predetermined means is an intake valve means or an exhaust valve means according to the engine,
When the driver's dozing state is detected, the control means has an intake valve opening that is different from the intake valve opening or the exhaust valve opening control during the normal operation in the intake valve means or the exhaust valve means according to the engine. Alternatively, the vehicle control system according to any one of claims 1 to 5, wherein exhaust valve opening degree control is executed.   The vehicle control system according to claim 15, wherein the control means forcibly executes repeated control of valve opening / closing on the intake valve means or the exhaust valve means. The predetermined means is an automatic transmission means connected to the engine,
The control means repeats control for changing to a gear position different from the gear speed during the normal operation in the automatic speed change means connected to the engine when the driver's dozing state is detected. The vehicle control system according to any one of claims 1 to 5. The predetermined means is a torque conversion means with a lock-up mechanism connected to an engine,
6. The control device according to claim 1, wherein when the driver's drowsiness state is detected, the control device repeatedly turns on and off the lock-up control in the torque conversion device with the lock-up mechanism. The vehicle control system according to item. The predetermined means is a plurality of cylinder idle cylinder selection means of an engine,
The control means forcibly executes on / off control of the idle cylinder from the idle cylinder control of the normal operation to the idle cylinder selecting means when the driver's dozing state is detected. The vehicle control system according to any one of claims 1 to 5, characterized in that: The predetermined means is a brake means for controlling the traveling of the vehicle,
6. The vehicle control according to claim 1, wherein when the driver's drowsiness state is detected, the control unit repeatedly activates / deactivates the brake unit. 6. system.   21. The vehicle control system according to claim 20, wherein the control means controls the actuator connected to the brake means to be on when the brake pedal is off. The brake means is a disc brake attached in association with the rotation shafts of a plurality of wheels in the vehicle,
The disc brake is
A disc attached to the rotating shaft;
It has a first support that supports a first brake pad that is driven by a first hydraulic cylinder, and a second support that supports a second brake pad that is driven by a second hydraulic cylinder. With caliber,
The first support body is provided with at least one contact piece projecting from the non-operating surface of the first brake pad,
21. The vehicle control system according to claim 20, wherein when the driver's drowsiness is detected, the control means drives and controls the second hydraulic cylinder to press the disk against the contact piece. .   The vehicle control system according to claim 22, wherein the control means intermittently controls driving of the second hydraulic cylinder.   A combination of a plurality of vehicle control systems according to claim 6 to 23, wherein the control means repeatedly controls an operation different from a normal operation when the driver's dozing state is detected, and the vehicle A vehicle control system characterized by causing a change in the driving state of the vehicle. In a vehicle control system including control means for controlling an electric fan for cooling mounted on a vehicle,
Having a dozing detection means for detecting the driver's dozing state,
The vehicle control system, wherein the control unit controls the electric fan to an operation different from a normal operation when the driver's dozing state is detected by the dozing detection unit. In a vehicle control system including a control means for controlling a driver's seat or headrest mounted on a vehicle,
Having a dozing detection means for detecting the driver's dozing state,
The vehicle control system, wherein the control means executes control to give the seat or the headrest an operation different from a normal operation when the driver's dozing state is detected by the dozing detection means. In a vehicle control system including control means for controlling locking / unlocking of a plurality of doors mounted on a vehicle,
Having a dozing detection means for detecting the driver's dozing state,
The vehicle control system characterized in that the control means executes control to repeat locking and unlocking of the door when the dozing state of the driver is detected by the dozing detection means.   The vehicle control system according to any one of claims 25 to 27, wherein the control means forcibly turns on a hazard lamp or an in-vehicle indicator when the driver's drowsiness is detected. .   26. The control unit according to claim 25, wherein the control unit executes control to reduce a traveling speed of the vehicle when a drowsiness state of the driver is detected after a predetermined time has elapsed or after a predetermined number of repetitions. 28. The vehicle control system according to any one of 27.   30. The vehicle control system according to any one of claims 25 to 29, wherein the control means returns to the normal operation when acquiring awakening information related to the driver.

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